Split reduction device



Patented Nov-` 6, 1928..

UNITED STATES PATENT OFFICE.

y THOMAS n. THOMAS, or EDGEWOOD, AND CLAUDE A. Nansen, OF wiLMnRniNG, Paiviv-` sYLvANIA, Assieivons 'ro THE Wnsriiienonsn ein BRAKE coMPANxor WIL- Mnnniive, PENNSYLVANIA, A CORPORATION OF .enivivsYLvAmi-i.

SPLIT REDUCTION DEVICE` Application filed July v11,

This inventionrelates to fluid pressure length, will maintain theitime `of the start otl the second reduction in bralrepipe ypressure substantially constant, regardless of brake ipe leakage, that is to say, that no matter v `what the degreeof brake pipe leakage may be, the secondv reduction, in successive applications of the brake,will be started at substantially the Sametime, measured from the start of the first reduction. i n

Other objects and advantages will appear in the lolloivingmore detailed ydescription of the invention. n

In the accompanyingdrawing, the single ligure is a diagrammatic, sectional view ot `a `brake application control apparatus, embodying our invention. y As shown iii the drawing, the brake application controlapparatus may comprise an automatic brake valve device 1, of the usual type, a brake application valve device y 2, adapted to be controlled in operation by a macnet valve device 3, asplit or tivo stage reduction -valve device 4 and two eed valve devices 5 and 6.

The automatic brake valve device 1 may comprise a casing, having a Vchamber 7 containing a rotary valve 8, adapted to be operated by a handle 9 and also containing an equalizing piston 10, forming, at one side, a chamber 11, connected to an equalizing reservoir` 12 through pipe and passage 13, and at-v the Opposite side` forming a chamber 14 connected to the brake pipe 15 through passage `1G. The equalizing piston 10 is adapted to'` operate a discharge valve 17, for controlling the ventingvof fluid under pressure from the brake'pipe 15 to thc atmosphere, through the choked plug 18. f

Thefbrale application comprise a casinghaving a chamberl, containing `a piston 2() and a spring Q'lopposing valve device 2 may i927. Yseriai No 204,876.

outward movement ot said piston, and also has a slide valve 23, conta-ined in a chamber Q2, and adapted to be operated by said piston.

\ The magnet valve device 3 may comprise a casing, containing a magnet and havin@r a chamber .24 connected to the atmosplinere through a passage 25, said chamber contain-` ing a valve 26, adapted to be operated by said magnet. The luted stem of valve 26 extends through an opening in the casing Wall and a cavity 27 formed in said Wall and termi- Vnates in a chamber 28, wherein downward movement of the valve isopposed by the pressure ot' a spring V29 acting on a thrust Washer 30, which Washer engages the loiver end of4 the valve stem. The cavity-27 in the casino" wall is connected to the brake applicatio `valve piston chamber 19 through a passage` and pipe 31.

The split or two stage reduction valve device 4 may comprise a casing containing a control portion 32, a hold back portion 33 and :i charging valve portion 34. The control portion 32 oi"- the split reduction valve device may comprise the pistons 35 and 3G, having differential areas and connectby a member 37, there being formed at one side or' the piston`35 a chamber 38, Which is` connected to the seat et the brake` pipe discharge valve 17 in the brake valve device 1,` by Way of pipe 39, while a chamber 40 i is formed at one side of the piston 36 andis connected` to the brake pipe 15. A chamber 41 is formed intermedia-te said pistons and contains a slide valve 42, adapted to be operated by said pistons. i

The hold back portion 33 of the split re-` duction valve device may comprise avpiston 43, contained in a chamber 44, and outward movement of such piston is opposed by a spring 45. This portion 33 also comprises a slide valve 4G contained in a valve chamber 47 and adapted to be operated by said piston, said chamber 47 being in constant communi` cation with a volume or delay reservoir 48.

The charging valveV portionl 34 of the split reduction valve device 4, may comprise aV diaphragm head 49,*orming at one side `a cham# ber 50, connected to the hold backvalve chamber 4T and containing` a spring 51 `opposing movement of said diaphragm head to the right. and forming, at the opposite side, a chamber 52, containing a valve A53, adapted to be operated by a stem 54, carried by the diaphragm head 19. This valve has a stem 55, slidable through an opening in a wall ot the easing and into a chamber 5G termed in the casing, said chamber being connected to a timing reservoir 57 through pipe 5S. rl"he valve stem contains a port 59, which, when the valve is unseated, establishes a commu nication between the chambers 5G and 52, and when the valve is seated, such communication is cut off.

The casing ot the charging valve portion 3ft has termed therein, a chamber (3l, vvhich contains a valve (52` and a spring (lil opposing the unscating oli said valve. 'lfhe valve 6:2 has, a tluted stem tS-l, extending through an opening in the casing wall and in chamber 5U engages the stem of valve 53. The valve stems and (il are of such a lei h7 that, when either one ot' the valves ai, or (32 is seated, the other is unseated.

In operation, tlaid under pressure 'trom a main reservoir is supplied to the rotary valve chamber T et the brake valve iflevice l and to valve chamber ot the brake application valve device Q, through pipes tt, and from valve chamber to piston chamber l5), through a port (5T in the piston it).

lilith a train running in clear territory, or under tavorable track coinlitions, the melgaet valve device $3 is energized and the valve it thereof is seated, so that the tluid under pres* sure llovving through port (5T in the piston Q0, builds up a pressure in piston chamber l.) and chamber 27, of the magnet valve device, equal to the pressure ot tluid in valve chamber 22, so that the pressure of spring 2l will hold piston 2() and slide valve in their release position, as shovvn in thc drawing.

Fluid at the pressure carried in the brake pipe is supplied by the feed valve device 53 to pipe GS, and from thence it flows thi-oi gh cavity (it) in the application slide valve 23 to pipe and passage leading to the scat ot the rotary 'alive 8 of the brake valve device. lilith the brakes released and the brake valve device l in the running position, as shown, port 7], in the rotary valve connects p 7() to the brake pipe l5 by Way ol pai 1G, so that lluid at leed valve pressure l passage 70 is permitted to tlow to tbe'brake pipe l5 and to the equalizing piston chamber ll and charge same.

Fluid at the pressure supplied by the 'feed valve 5 also supplied to the equalizing rcservoir 1Q and equalizing piston chamber ll trom port 7l in the rotary valve t3, by vvav ot passage and pipe 72, cavity 73 in the application slide valve 23 and pipe and passage lll. The tluid pressures thus being substantially equal on opposite sides of the euualizing pifton l0, the discharge valve 1T is held seated, and the control piston chamber of the Lplit reduction device 4 is vented to the atmosphere, through the pipe 39 and choke plug 1S in the brake valve device 1. Since the control piston chamber l0 of the split reduction device normally charged to brake pipe pressure, by way of passage l5, the pistons and 36 and the slide valve l2 are held in the positions, shown in the drawing.

vWith the brake application I'alve device 2 in release position, a lirst reduction re--ervoir 7l vented to the atmosphere through a pipe 75, a choked passage 7G, cavity Tl' in the application slide valve 3&5 and an atmospheric port Til, vvhile, with the brake valve device l in the usual running position, a second reduction reservoir "TU vented to the atmosphere by vvay ot pipe and passage 80, cavity Sl in the rotary valve 8 and the atn'iospheric passage S2.

'lf he hold back piston chan'iber del ol the z d Elli are in their normal or upper positions, by way ot passage 8l, past the ball t ieck valve .52 and at the same time through the choked pass-ige 83, and then through passage nl, port Se in the control portion slide valve l2 and the choked atmospheric passage Se. lhe timing reservoir 57' being connected to passage l, by \va v ot chamber 5G, plut the unseated valve (52, and through chamber (il, also vented to the atmosphere through the atmospheric passage SG. The hold back valve chamber 41T, volume or delay reservoir lli and diaphragm chamber are vented to the arniesphere by Way olf passage ST, past the ball check valve 8S and at the same time through the choked passage S9, and then through pipe UO, cavity 91 in the application slide vl lvc Eil and the atmospheric passage 7S. Since. the diaphragm chamber 52 is normally cated to the atmosphere through passage and pipe lll). and diaphragm chamber 50 is also normally vented, the pressure ot spring 51 holds the valve 53 seated and the valve (52 unseated.

The piston chamber `rlst and valve. chamber al? ot the hold hack portion 33, being normally at atmospheric pressure, the pr olf spring l5 holds the i'iiston stl and slide valve l-( in the. position, as shovvn in the dravving, in which position, the control valve chamber l-l is vented to the atmosphere, b v vfay of passage 92, port 93 in the hold back slide valve t6 and the atmospheric passage Sel.

It the train enters territory govcrlual by unfavorable track conditions, the magnet valve device 3 is deeiiergized, vvhich permits the pressure of spring 2S) to unseat the valve 2G, thereby connecting the chamber 27 to the atmosphere through passage The application piston chamber l0 being connected to chamber 2T, the tluid under pressure therein is also vented to the atmosphere and the pressure ot' the fluid in the application valve chamber Q2 then shifts the application pi;`- ton 2O and slide valve 23, to their outward or llt] lll() lla application position, in which position, further flow of fluid from the feed valve device to the brake pipe 15, through cavity169 in the application slidevalve 23, is prevented.

At substantially tihesame time as the supply of fluid under pressure to the brake pipe i is cut oli, cavity 73 in 4tl'leslide valve 23'conpressures in the. equalizin g reservoir 12, chamer 11 and the first reduction reservoir 74 become equalized at a pressure Vlower than that of the initial pressure of fluid 1n the reservoir 12 and chamber 11. 'e thus decreasingl thepressure of the fluid in the equalizing piston chamber 11, the higher brake pipe pressure in the equalizing piston chamber 14 shifts 'the equalizing piston 1() upwardly and opens the brake pipe discharge valve 17, which permits fluid to be discharged from the brake pipe 15 fee into pipe 39 and control piston chamber 38 of the split reduction device 4. The flow area through the choke plug 18 is less than the flow area past the open discharge valve 17 in the brake valve device 1, so that the fluid discharged from the brake pipe, Ibuilds up a pressure in the control piston chamber 38, and due to this built up pressure acting upon the piston 35, which is kof greater area than the piston 36, the connected pistons 35 and 36 and the slide valve 42 are shifted downwardly against the brake pipe pressure acting on the piston 36 in the chamber 40, until the port 85 in the slide valve connects'the passages 87, 84, and 90.

Upon movement `of thebapplication slide valve 23 to application position, fluid at the y pressure supplied by the feed valve `device 6 1s supplied to the diaphragm chamber 5210i the charging portion 34 of the split reduction device, through pipe andpassa ge 95, cavity 91 in the' application slide valve 23 and pipe and passage 90. Since the" diaphragm chamber 5() is normally at atmospheric pressure, the pressure of the Huid in chamber 52 shifts the diaphragm head 49 to the right, against the pressure of spring 51, which per-mits the pres sure of spring 63 to seatthe valve 62 and at the same time unseat the valve 53. WVith valve 53v unseated, fluid under pressure from` the diaphragm chamber 52 fiows to the timportion of the pasand from passage 90 to the hold back piston chamber 44through said port 85, passage 84, the choked passage 83 and passage 8l. When the pressure in diaphragm chamber 50 equalizes with the pressure in diaphragm chamber 52, the pressure of spring 51 shifts the diaphragm head 49 to the left, thereby closing valve 53, vand unseating valve 62,Y

which permits further charging of theltiming reservoir 57 through the passage 81 at a predetermined slower rate. i The holdfback piston chamber 44 and valve chamber 47 are charged, as abovedescribed, `at such a rate that during the first reduction, the pressure of spring 45 maintains the hold back piston 43 and slide valve 47 ink the first reduction position, as shown in the drawing.

TVhen the brake pipe pressure, in the equalizingpiston chamber 14, is decreased'a degree slightly less than the equalizing reservoir pressure, in the equali-zing piston chamber 11, the fluid `under pressure in this chamber 11 causes the equalizing piston 10 to be shifted to seat the brake pipe discharge valve `17, and thus prevent` further flow of fluid under pressure from the brake pipe` 15 to the atmosphe-reand ito the control valve portionr 32. After the discharge valve 17 y,is thus sea-ted7 the fiuid under pressure in the control piston chamber 38 is'vented to the atmosphere through pipe 39 and the choke plug 18 in the brake valve device, and the brake pipe pressure, acting on the control piston 36, in the control portion of the split reduction device,` then shifts the control pistons 36 `and 35 and the slide valve 42 upwardly, to the position shown in the drawing, in which position the .supply of flu id to the timing reservoir 57 and the hold back piston chamber 44 is out ofl andA said reservoir and chamber are connected to the atmosphere through the passage 81, past the ball check valve 82 and at the same time through the `choked passage 83 and then' threugh passage 84, port 85 in. the control slide valve 42Mand the clicked atmospheric passage 86. A y

When the' pressure in the timing'reservoir 57 and hold back piston chamber 44 is reduced to a predetermined pressure. bvf the means just described, the fluid at feed valve pressure in the hold back valve chamber 47 shifts the hold back piston 43 and slide valve 46` downwardly, against the pressure yof the spring 45, to the `second reduction position, in whichposition port 93, in the control slide valve 46, connects the piston chamber il to the atmosphere through pas 'e til. snd the atmospheric passage S, und f 9e' in said slide vulve connects the iii-ft re rieti-on ervoir Tel to the second rrduriioi'i ief--",-i"roir 79, therebyv permitting` the hiid under pressure from the iirst reduci-ion reservoir and from the equulizing' reservoir lf2 to tioiv to the second reduction reservoir 'T9 and cause u further deorease in presi-iure in the equalizing piston ehumher li, with the result: that. the discharge valve i7 again opened h v the pressure ot' iinid trom the hralre pipe und a. :further reduction in hrahe pipe pi occurs. in the .same manner :is hereini described.

In .second reduetion position o'li the hold hack portion 33 or the split reduction device, en 'itjiv 9T in the Slide valve iti connects 'alve chamber dil, to the hrahe pipe l5, through passages 92. 9S und the control piston chamber elO, so thnt when eii'eeingf e second reduction, the iiuid under pid discharged :trom the brel-:e pipe io t trol pist-on chamber 255i. izf-i unahle if; control pistons 235 and liti and di doivn io the tiret. reduci' a; ii the hrulie pipe pressure in ier il.

lt it is desired to limit the degree o t iualre pipe` redimtion, the brake valve device 1 i moved to the usual lop position, in which position the atmospheric connection oi' the ,r ond reduction reservoir T9, through pipe und passupge F50, cavity Sl in the rotary valve t3 and the annospherie passage SQ, is lapped and the degree of brake pipe reduction 'will then ei'irrespond substantially to the equuliz/,aion ot pressures in the equalizin; reservoir :ind the tiret and second reduction reser- Tl and '79 respectively, .said degree of reduction in brake pipe pressure hein`Vv suilieieiu" to eausze a lull service application oi" he hrakes. if the hrulre valve device is not moved to lap position, the fluid under pressure in said reservoirs will ohviouslv he re duced to atmospheric pressure und permit complete renting of brake pipe fluid.

In order to ensure the proper 'Y "dering,- ot the slack between the eers in u, tra i. prior to storting; the second reduction in brake pipiI pressure, a predetermincul time period must eiupse from the start ot the .first to he shirt ot the second reduction. Said time period comprises two parts, the firff part heine that divine; which the timing' reservoir chef-:ged und the second part beingr measured hy reducing the pressure oit the timing res: ."roir fluid to u predetermined degree, at which degree the hold4 hack portion 33 operntes to start the second reduction.

To ensure the predetermined time linfii'y between the starting` ot' seid rednctioirs in brake pipe pressure, for u tuin oi a given length and regardless ot the degree o'i leak age of fluid under pressure from the hruhe pipe to the atmosphere, we, according to our invention, provide the charging valve portion ot' 'the split reduction device, which operatef: in the manner hereinhefore described, to start charging the timingr reservoir 57 at u 'tast rate, ii'nn'iediateljv upon the movement; ot the application valve device 2 to application position and then to reduce the rute ot charging said timingr reservoir during the time the control portion 3Q oi' the s' lit reduction device is in the downward posi ion during;- the first reduction.

Il the breite pipe is subject. to leakage, ineeud ot heinp suhstautinllj,v air light, the o iening olf the discharge valve 1T is delayed tor a period ot time proportionute to the de ol hruiie pipe leakage und under such mndilions said discharge valve also remains open tor :i shorter time, since brake pipel lealiapge hasteus the rate ot eileeting n hralie pipe reduction. s the charging ol ilu (inlinel reservoir stur-ts :it :i Atast rate just as soon as the upiilication valve device Q is moved to its epplication position, the delay in the operation ol.z the discharge valve, to vent fluid under pressure iiroin the brake pipe, will permit thev timiuereservoir to be charged ata ast ratel lor a longer period of time than il' e hruhe pipe were air tight and the disurge valve li' operated iunnedialel); upon die application vulve device l heirr;V moved lo i ipplieution position. This results in the rc1-e 'voir heiner charged to a higher pres-,ure in :i shorter period ot time lizen ii `would he it the brake pipe were :rir tight. Thus, in the cast ot brake pipe leakage, the shorter charging; period ot the timing resten voir and the obtaining ol, a higher pressure in said shorter time. in addition to the longer time refpiired to reduce said higher pressure to thin' at which the hold hack portion oi split reduction device operates to Sturt the second reduction, produces substantially the same time limit from the start of the lirsl; to the Sturt oi the second reduction in hralie pipe pressure, as is obtained in a substantizxlljv :iir tight hrulze pipe.

it, lealuge ot fluid under pressure from the hralie pipe to the atmosphere. is so severe, to cause un initial reduction in liralie pipe pressure, as quiclilv as the pressure of the lluid in `the equalizine` refervoir 'l2 is reduced, the hrake pipe discharge valve 1T and the control portion 32 ot the split reduction valve device, will, obviously not operate for the Iii-sty reduction, hut, under such a condition the second reduction in eqnalizing rester voir pre.--;sure is stur-ted at the proper time, on account of the huild up ol fluid under pres .sure in the hold haek vulve chamber l? and volume or delay reservoir i8 to a degree suii cient to .C hiit the hold buck piston 42% and slide vulve 4G to the outward or second reduction position. against the opposing' pressure of the spring 45.

the

. te ett Vfluid under pressure.

f tion in Ltwill-be ,noted thait,fnormally and during itlie first reduction, itlieicontrol valve chamber il is vented to the atmosphere through pas ,se-ge 92, port 93 lin the hold back slide valve and the atmospheric passage 94, so that lleakage 'into the 4valvechamber 4l past either ci'intro'l piston 35 .or 36 can not build up a pressure in saidvalife chamber and prevent uperatien fof the control lportion 82 for the iiiist reduction. Y n

It will further bev-noted that, upon moveiiient of the hold back piston i?, and slide Mal-ve 46 :to tlieoutw'ard or second reduction rposition, the valvelcliamber ell [of the control `oiitioin .is `conneoted .to .the piston chamr T-(of :said portion, through pai-:sage 92, lca'uity L97 iin l,the hold -haclrslide valve a6, and passage ,981, thereby )permitting fluid at brake ,pipe gpressuiigtifoin piston chamber 40, to Aflow ite ithe valve-chainber itl and preventtlie control [pistonsiand 36 and-slidefvalve l2 vfrom `being shifted down-wand, Atothe. first reduction .,pcsit'ion, during the second, reduction. lt is :undesirable to have ltlie control .portion 32 `in first 4reduction position during the second reduction, Ebecause Ait would permit flow of :liuid :under ipressure ,from passage 90 lto ltlie atmosphere, through port in the control 'de Nalue e2, passage 8a, choked passage 83, pasgage 8l, `.part .93 ,in the [hold `back slide valve 146 amd A,the atmospheric passage 9i.

llhis could ,lnot interfere with theoperation the idevice but would vbe an unnecessary To prevent t objectionable condition, `fluid at brake pipe ,pressure iis ieinployed .for balancing lor iloc ingthe'contnol ,pistonstiand in their reduction positions, during the second reduction, :in :preference .to Aa higher pressure,

such Ias.suppliefil vby the Ifeed valve devices 5 wirzG, since lif ahigher pressure were used, itv

`iiiiigl'it leak past thefcontrol piston into the Vpiston ychamber 40 land .lirakerv pipe 15 and ithereby itencl to ,increase the reduced `brake pipe pressure and interfere with the applicationief-fbnaikes.` l` 1 p Having new idescnihed our invention, what wvefclem `as new :and `desire 2te secure by Let- :tersPatenu-isz* l y' p l. In 1a fluid pressure brake, 1tliecombination with ia brake pipe, .e-f ineens for auto- .fmaticall le'ilecting a vfirst-and aree-ond reduc rake pipe pressure, and means 'for regulating ithe iti-ine Vperiod elapsing between the sta-rt yoit :the Yfirst reduction and the start of 'the vsecond reduction, the last mentioned means beingiadapted to maintain vthe time of fthe start :of thel `second reduction from the staart oi #the first-neduction, substantially constant,l=in a train given length, regardless oi thefdegreefofrbiiikeypi'pe leakage. y

1.2. In :a diuid pnessurebrake, the conibination with a 'lirakepipe,cof Inca-iis for au tomatically effecting :a first-.and a second reduction. in brake pipe pressure, and means for regulating the time period elapsing between the start oi' the 4first reduction and the start of the second reduction, the last mentioned means 'bef tion with .a brake pipe, of ineansfor autoj matically effecting successive reductions -in brake pipe pressure, means for regulating' the time Vperiod between said reductions, the time for effecting one reduction being `variableand the time at which another .reduc-tion .starts being fined., V

`5. In a fluid pressure brake, the combination with ya brake pipe, of means for automatically e'ii'ecting successive reductions Iiin brake pipe pressure, means'for regulating .the time .period between said reductions, the time loi-'effecting one reduction being governed by,"

.tlie degree of brakepipe-leakage and the time Y at which a following reduction is started being fixed and independent of the eect ,of vbrake pipe leakage.

6. In a fluid pressure brake, the combina-V tion with a brake pipe, oi' means orautomatically effecting a first and a' second reduction in brake pipe` pressure, and means for regulating the time of the effecting of the first reduction in accordance with the degree of` brake pipe leakage, and means for maintaining substantially constant the time of tlie'start of the second reduction, regardless of brake pipe leakage. Y l p e 7. In a fluid pressure brake, theconibination with abrake ipe, of means forautomaticallyeiilectinga iirst and a second reduction in brake pipe pressure, v.and .means'ior regulating the time of .the effecting of the first reduction in accordance with the degree .of Y

brake pipe leakage, and means operable upon the start of the first reduction .for maintaining .the start of the second reduction ,at ,a fixed time, regardless of the ,degree `of brake pipe leakage. Y

finov 8. In a fluid pressure brake, the method o .ias

leakage, Vand during .the iii-st reduction in brake lpipe pressure venting the fluid so stored, to effectthe second reduction in brake pipe pressure at a fixed time, independent of brake pipe leakage.

9. In a fluid pressure brake, the method of effecting and timing successive reductions in brake pipe pressure, cons' ig of the renting' of fluid under pressure from the hrnle pipe for a period of time governed by the degree of brake pipe leakage, at the same time storing fluid under pressure at two dill'frent rates, then venting the fluid so stored to efleet a second reduction in brake pipe pressure, the time of the start ot the second reduction being fixed hy the storing and renting of fluid during' the effecting of. the first reduction in brake pipe pressure.

l0. In a fluid pressure brake, the combination with a brake pipe and means for eff 1ctng a reduction in hraiie pipe pressure, of a timing reservoir, means for charging and venting said reservoir while the said reduction in brake pipe pressure is being effected, and means for effecting a second reduction in brake pipe pressure when the pressure in said reservoir is reduced a predetern'iined degree, the time ol the start ol5 the second rcduction being fixed hy the operation of the second mentioned means.

ll. In a fluid pressure brake. the combination with a brake pipe and means for effecting a first reduction in 'liralie pipe pressure, of a timing reservoir adapted to be charged with fluid under pressure at two dili'erent rates during the first reduction in brake pipe pressure, means operated upon a predetermined reduction in pressure in said reservoir for effecting a second reduction in brake pipe pressure, and means for reducing the pressure in said reservoir.

l2. In a fiuid pressure brake, the comhination with a brake pipe, olE means for effecting a first reduction in brake pipe pressure, a timing reservoir adapted to he charged with fluid under pressure at two differentv rates during the first reduction in h alie pipe pressure, the time of each rate of' charge heing variable in accordance with the degree eth1-alte pipe leak age, and means for renting the fluid under pressure from said reservoir to cfi'ect a second reduction in brake pipe pressure.

13. In a fluid pressure brake, the combination with a brake pipe. off means for effecting a firsty reduction in brake pipe pressure. a timing reservoir adapted to lie charged with fluid under pressure at a fast rate f'or a period of' time governed hy the degree of' hralie pipe leakage, and at a slower rate for a period of time governed hy the pressure ot' the fluid discharged from said brake pipe, and means for discharging the fluid under presw sure from said reservoir at a predetermined rate to effect a second reduction in brake pipe pressure.

14. In a fluid pressure brake, the combination with a brake pipe, of means for effecting a first reduction in brake pipe pressure, :i timing reservoir adapted to he charged with fluid under pressure at a fast rate for a period of time governed hy the degree of liralie pipe leakage,v and at a slower rate for a period of i time forerned by the pressure of the fluid dlf-zchargn'd from said brake pipe, and means for discharging the fluid under pressure 4from said reservoir at a predetermined rate te effect. a second reduction in brake pipe pressure at a fixed time regardless of said leakage.

l5. In a fluid pressure brake, the combination with a brake pipe, off means for effecting a first reduction in brake pipe pressure, a timing reservoir adapted to he charged with fluid under pressure at a fast rate for a pe riod of' time governed by the degree of brake pipe leakage and at a slower rate for a period of time governed h v the pressure of the fluid discharged from said brake pipe, and means for discharging the fluid under pressure from said reservoir at a predetermined rate to efl'ect a second reduction in brake pipe pressure, the charging and discharging of said reservoir determining the time of the start ot the second reduction in brake pipe pressure.

1G. In a fluid pressure brake, the col'nbinatien with a brake pipe, of means for automatically efl'ecting successive reductions in brake pipe pressure including means for discharging fluid under pressure from said brake pipe to effect an initial reduction in brake pipe pressure over a period of time gorerned hy the degree of brake pipe leakage. a timing reservoir adapted to be charged at different rates with fluid under pressure while the first reduction in brake pipe pressure is being effected, the time period of each charging rate being variable as said brake pipe leakage varies, and means for renting the fluid under pressure from said reservoir to efl'ect a second reduction in brake pipe pressure.

l?. In a fluid pressure brake, the combination -with a brake pipe, ot means for automatically efliecting successive reductions in brake pipe pressure including means for discharging fluid under pressure from said brake pipe to effect an initial reduction in lin-alte pipe pressure over a period of time governed by the degree of brake pipe leale age. a timing reservoir adapted to be charged willi fluid under pressure while the first; reduction in lirake pipe pressure is being effected, the pressure of the fluid in said reservoir varying as the brake pipe leakage Varies, and means for venting the lfluid under pressure from said reservoir to effect a second reduction in brake pipe pressure.

ln a fluid pressure brake, the combination with a brake pipe, of means for automatically effecting successive reductions in lil-:die pipe pressure including means for dislus Ille

charging fiuid under pressure from said brakepipe to effect an initial'reduetion lin brake pipe pressure over a period o-time governed by the degree of brake pipe leakage, a timing reservoir adapted to be charged with fluid under pressure While the first reduction in brake pipe pressure is `being effected, the pressure of the fluid in said reservoir varying as the brake pipe leakage varies, and means Ifor venting the fluid under pressurefroin said reservoir to effect a second reduction in brakel pipe pressure, the

time of the start of the second reduction beventing of sai pressure from said brake pipe for venting f fluid from'said timing reservoir to cause said reduction reservoirs tobe connected to effect a second reduction in brake pipe pressure. y Y f v 20. In a fluid pressure brake, the combination With a brake pipe, of tivo reduction reservoirs, a timing reservoir, means whereby if fluid under pressure is vented to one of said reduction reservoirs to causean initial re duction in brake pipepressui'e and whereby the. startof the charging of said timing reservoir is at a fast rate, means operable upon the initial reductionin brake pipe pressure for changing the charging rate of said timing reservoir, and operable by fluid under pressure from said brake pipe for terminating the charging of saidtiming reservoir and for venting fluid under pressure from said reservoir to cause said reduction reservoirs to be connected to effect a second reduction in brake pipe pressure.

2l. In a fluid pressure brake, the combination with a brake pipe, of means 'for eecting successive reductions inbrake pipe pressure including a control valve device adapted to be moved from its normal position during the effecting of the first reduction in brake pipe pressure and to be moved again to its normal position to effect a second reduction in brake pipe pressure, said valve device being locked in its latter position, from the start of the second reduction, by fluid under pressure from said brake pipe.k

22. In a fluid pressure brake, the combinal tion With a brake. pipe, of means for effecting successive reductions in brake pipe pressure including a control valve device and a hold back piston device, said control valve device being adaptedto be moved from its normal position during theefliecting of' the first reduction in brake pipe pressure for supplying fluid under pressure to saidliold backpisten device, and being adapted to be moved back to its normal position to vent fluid under pressure from said hold back piston device to Cause it to operate to supply fiud under pressure to said control valve device to lock said control valve-device in its latter posis tion during the lsecond reduction in brake pipe pressure.

l In afluid pressure brake, the combination'ivith a brake pipe, of an equalizing reservoir, a valve mechanism subject to tlie opposing pressures of' the brake pipe and the equall izing i'esei'voirfor controlling the venting of fluid from the brake pipe, a plurality of reductionreservoirs, a timing reservoir, valve means operative ,to connect one of said reduction reservoirs with tlieequalizing reservoir and to connect a fluid pressure supply device with saidtiming reservoir, a valve device operative for controlling ythe charging of the timing reservoir, attivo differentiates,

7ith fluid under pressure from said supply@ ,-device, al control valve device for controlling -tlie operation of said valve device and for venting fluid under pressure from said timing reservoir, and means operative, upon a predetermined reduction in timing reservoir pressure, to connect thesecond reduction reservoir With saidequalizing reservoir.

24. In a fiuid pressure brake, the combination with a brake pipe, of a valve mechanism for venting fluid from the brake pipe to effeet a reduction in brake pipe pressure, a timing reservoir, means operable to start the first reduction in brake pipe pressure and te start tliecharging ofgsaid reservoir at a fast rate., 4means subject tothe pressure of fluid vented fronisaid brake pipe for controlling the charging of said reservoirat a slower rate, said means, after a period of time governed by the 'degree of brake pipe leakage, being' subject to brake pipe pressure for venting fluid under pressure from said reservoirrto effect another reduction in brake pipe pressure.

pressure when tlie first reduction vin brake `pipe pressure is edected by brake pipe leakage, consisting of gradually building up pressure on a valve device during the first reduction until the pressure reaches a predetermined degree at which time the pressure so built up causes said valve device to operate to effect the second reduction in brake pipe pressure.

26. vIn a fluid,pressurebralie, tlie combination with a brake pipe and means for effecting a second reduction brake pipe pressure when the first reduction iseffected by the effeet of brake pipe lealtagmsaid means comlim prising a valve device, and means for gradually building,l up pressure on said valve deriee during the first reduction, said valve device being,r operable by said pressure when it has been built up a. predetermined degree, to eti'ect the second reduction in brake pipe pres sure.

i3?. in a fluid pressure brake, the combination with a brake pipe and means ior effecting a second reduction in brake pipe pressure when the iirst reduction is eli'ected by the efi'ect of brake pipe leakage. said means eo1nprisiugr a valve device. and means for graduall)v building up pressure on said valve der vice duringr the first reduction, said valve de- Vice being operable by said pressure when it has been built up a predetermined degree, to elleet the second reduction in brake pipe pressure, the time of the start ot the second reduction being substantiallyv the same as when the brake pipe leakage is not excessive.

:28. In a Iiuid pressure brake, the Combina tien with a brake pipe and means for eii'ectingr a second reduction in brake pipe pressure when the first reduction is effected by the. efi'eet et brake pipe leakage, said means coinprisinnf a Valve device, and means ior gradually building up pressure on said valve device duringl the first reduction, said Valve device beine operable by said pressure when it has been built up a predetern'iined degree, to eit'eet the second reduction in brake pipe pressure, the start of the second reduction being` de layed from the start of the first reduction for a substantially constant time period.

:25). In a liuid pressure brake, the combination with a brake pipe and means for effecting a seeond reduction in brake pipe pressure when the first reduction is effected by the etieet of brake pipe leakage, said means co1nprising; a Valve device, and means for graduab ly building up pressure on said Valve device during the iii-st reduction, said valve device being' operable by said pressure when it has been built up a predeterinined degree. tu eti'i'ect the seeend reduction in brake pipe pressure. the second reduction :starting at or a lier a substantialhv i'ixed time.

3l). The Combination with a brake pipe. el' a timingv reservoir, means ter eiiertingf a re duction in brake pipe pressure in two stages. the .fixing of the time period between the twn :lagers by the operatiei'i ol' said means being' dependent un the pressure in said re-ervuir, and means ior charginglr .seid reservoir with lluid under pressure, at one rate when fluid is beinel rented Yfrom the brake pipe and at another rate when fluid is not being! rented from the brake pipe.

3l. rl`he combination with a brake pipe. of means tor ellecting a redimtiun in brake pipe prI sure in twu staffer; including a timingr r: ervoir, and means ler charging.r said rit-:erruir with iluid under pressure at, dilierent rates according' to whether er not fluid is be,- ing vented from the brake pipe.

32. The combination with a brake pipe. et nieans tor eti'eeling' a reduction in brake pipe pressure in two stages including; a timing;r reservoir. and means i'or chai-giner said re1=ervoir with fluid under pressure at a l'as-it rate when iiuid is not beingr rented from the the brake pipe and at a slow rate when iluid is beineY being; rented from the brake pipe.

l, The combination with a brake pipe, el' means 'for effectingr a reduction in brake pipe pressure in two stages including a timing' reservoir, and means for charging` said reserreir with fluid under pressure at a l'asl rate when 'liuid is not beineI vented treni the brake pipe and iter retarding said rate when lluid is being;` vented Vtrom the brake pipe.

in testimony wbereet we bare hereunto se!v our hands this 8th day olf July. 1027.

THOMAS ll. 'l`l KlillAS. CLAUDE A. NELSON. 

